Automatic drive and washer



Oct. 6, 1936. E. DAVIS 2,056,333

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Patented Oct. 6, 1936 UNITED STATES PATENT OFFICE AUTOMATIC DRIVE AND WASHER Application October 12, 1935, Serial No. 44,858 In Great Britain May 2, 1934 40 Claims.

This invention relates to new and useful automatic power-driven machinery and a new and useful change-speed motor-means for operating a driven member, such as a shaft or other element, where it is required to periodically reverse the motion of said member from time to time, and then steadily drive it in one direction, as for example in the case of washing machines, dry cleaners, tumblers, extractors, cylinders, etc., and other laundry machinery or the like. More particularly, the invention pertains to a new and useful automatic drive and washer.

- An important object of the invention is to pro duce a new combination in a washing-machine cabinet and automatic motor means, each of which is suitably adapted to the other, wherein the driving motors and driven machine have their several axes of rotation grouped in a single cabinet of new form making for compactness, accessibility, and simplification in the power or driving transmission connected at one point on the machine or washer from my new motor means having a reversibly low-speed and a one-direction high-speed driving function.

One of the objects of the invention is to produce a full-automatic power-driving mechanism embodying one or more electric motors, together with an electro-pneumatic control mechanism therefor, capable of alternately starting, stopping, and reversing the motor or motors, together with safety means to render the machine tool-proof and insure against misoperation throughout its several automatic steps or cycles.

Among others, it is a purpose to provide, in an electric power mechanism, a clutch and automatic control therefor to operate a machine, such as a dry cleaner, washer, or the like, in predetermined sequential cycles or periods, together with a doorlocking means likewise automatic in its operation, and wherein said clutch and door-locking means are interlocked by the automatic control to prevent error in use or action of the machine in the event there occurs a misoperation or failure in the control system or a mistake on the part of the attendant in charge.

And it is a further object to provide in a combination electric and pneumatic-control apparatus, a system of switches and valves so interlocked that their coordinate action is insured against initiating a miscontrol or out-of-step starting action in the event of carelessness or ignorance on the part 01' the attendant, as well as in the event of some failure or breakage of a member in the automatic-control train of mechanism. Thus, I prevent misoperatibn or error, in the auton itic functions of the power-driving mechanism, to protect the operator and the machine against in- Jury.

It is also an object to provide an automatic and safe control for governing the sequential operation of a motor means and for a combined switch and door lock on a washer, to the end that when said motor means is reversibly operating at slow speed to wash or dry tumble, the door of the washer may be opened to inspect the work inside thereof, but with assurance that the machine will stop as well as start when said door is again closed; and, furthermore, when said motor means is run ning the washer at high speed for centriiugally extracting the liquid from the work, said door is positively locked against being opened.

Likewise, a feature oi the invention resides in the combination of several motors, for example two electric motors, wherein the shaft of a one-direction fast motor, when it is deenergized, acts as a countershai't carrying speed-reduction pulley means, or like power transmission, and through which the other motor oscillates the driven machine at low speed, together with an automatic clutch 'ior disconnecting the latter motor when the first motor is energized for its fast operation.

A further purpose is to produce a full automatic-power control, over a dual electric-motor set, which is smooth and rapid in its function of transferring from one operating cycle or washing step to another. Tothis end, there is provided a quick clutch release which uncouples a reversible slow motor from the driving line when a fast onedirection motor is cut on to spin the machine at high velocity, and smoothly transfers back again to the slow motor by a gradual clutch engagement.

By employing this invention, it is possible, therefore, to efliciently and positively put a piece of machinery, for example a dry-cleaning washer or other type of machine, through its paces or several operating stages comprising first, its revel sible-washing oscillation at low speed, then extraction at high speed, and back again to its oscillating cycle to effect a dry tumbling operation, all without manual aid or attention from beginning to end.

with the foregoing objects and others in view, there is shown in the accompanying drawings several embodiments of the invention, among which are two appropriate combinations or examples of pneumatic controls which are responsive to a timing means to govern the coordinate actions of a multi-motor set or power mechanism comprising a reversible washingand-tumbling slow motor, together with a oneing means on a new form of cabinet best suited washer means per se, but the power mechanism for driving the same.

One type 01' washer means and new cabinet therefor, preferably employing for its efficient commercial use, my new automatic-power drive claimed herein, is represented by a companion invention, disclosed in my copending application entitled Dry cleaning unit, filed October 14, 1935, in the United States Patent Oflice, Serial Number 44,823, and more particularly claiming the new combination in a dry-cleaning machine, including its automatic features.

In illustrating my invention, certain of the drawings herewith show its embodiments in dis.- grammatic form, while other views show a commercial form thereof. It is understood that the construction of the washer itself, the pneumatic controls for my power drive, and the electrical wiring and switches, are all presented in simple form for the purpose oi. explaining the principles of this new combination. For clarity, the more important parts oi the apparatus are somewhat enlarged in proportion to other members. Thus, in constructing my apparatus, it is appreciated that various changes in form. arrangement, position, or relation of the various elements of the combination, as well as employment of appropriate equivalent parts, may be made without departing from the principles of my invention.

The electro-pneumatic controls, in the drawings herewith, are positioned to show in sequence several of the essential steps or driving cycles of a washing, or say a dry-cleaning machine; iirst, Sheets 1, 2 and 4 considered together show a slowspeed reversing (or what may be called an oscillating) actionoiawashingdruminavatoi cleaning liquid, hence the first cycle; second, Sheet 3 shows a whirling oi. the drum to extract the cleaning liquid from the work (second cycle) and said cleaning liquid having been drained from the vat; and third, Sheet 4 again shows the drive transferred back to its initial slow-speed reversing action for dry tumbling (third cycle) the extracting work." :The control elements of the new combination are set, therefore, in their respective positions automatically assumed for the sequential performance of the three exemplary steps named. The invention is useful, however, in carrying out other or additional driving cycles of a laundry machine or the like.

The wiring diagram of the drawings show heavy lines for the main power or in-put circuits leading to the two driving motors, while the medium-heft lines distinguish the valve-relay circuits for controlling the electro-pneumatic system, and the light lines by contrast show the switch-relay circuits which control the powercircuit switches for the motors. The wiring diagrams omit for simplicity an electrical transformer of suitable make usually employed in the commercial form of this apparatus for steppingdown the voltage of the relay circuits. Otherwise, the accompanying drawings are made irom' and show the manufacturing plans and shop drawings, in principle and structure, in accordance with the form 01 the market type apparatus of proven utility.

Taken together, Figures 1 and 2 represent a progressive development of the invention, the first view showing, conventionally, a twin-electric motor-driving set with its power and switcha,oss,sas .direction extracting fast motor, and a door-lockrelay control circuits. while the second view brings in the valve-relay control circuits, and thus completes so much of the combination. The position of the controls in both views show the reversible-slow motor in operation, thus showing oscillation of the washer during either its first cycle (washing) or its third cycle (dry tumbling), as will be understood. Hence, the two views show the alternate position of the controls for eflecting the automatic operations 01' the slow motor, the solid and broken arrows adjacent the armature thereof indicating its reverse actions. Finally, the electrical-wiring system, as developed in Figures 1 and 2, is common to both forms of pneumatic controls shown in Figures 3 and 4.

Taken alone, Figure 1 is a diagrammatic outline 01' the combination reversible-slow motor and a one-direction iast motor with their respective power and relay circuits. The righthand side of this diagram also shows, conventionaily, a cycle timer for governing the switchrelay circuits for reversing the slow motor. In this view, the slow motor is running counterclockwise, as shown by a solid direction arrow adjacent the armature. An understanding of this much of the invention is a guide to the general electrical combination shown in the next view.

Figure 2 is a composite diagram of the general combination, in my electro-pneumatic system, used in controlling the power mechanism for driving any washing machine. a small end elevation of the latter being indicated in this view, and on which is mounted my new door switch shown conventionally. In this view the rotation of the slow motor has reversed. It is running clockwise, as indicated by the solid direction arrow.

Figure 3 is a schematic view oi the first form of electro-pneumatic control system for a laundry or other machine, especially showing a quick-action direct interlock between a pneumatic clutch and a door lock. The controls here are set for the second cycle (extracting), during which the washer door and its switch are locked closed, and the clutch is locked disengaged so the reversible-slow motor is positively cut of! with the one-direction fast motor positively cut on for an automatic run of predetermined time. Consequently, in coming to this extracting cycle, the reader will assume that the automatic controls in Figures 1 and 2 have now taken new positions by which to transfer to the extracting cycle.

Figure 4 shows a second form oi' the invention. The controls are set for the third cycle (dry tumbling) and hence the mechanism is back to the slow-oscillating drive. This form, like the first, provides for the gradual engagement of a pneumatic clutch so as to effect an easy transfer of the load from the fast drive back to the slow drive, and hence a smooth coupling or clutching in of the reversible-slow motor. The door lock is released, a position it automatically assumes during the several slow-driving cycles.

Figure 5 is an enlarged cross-sectional view on the line 5-5 of Figure 3, showing an example or one form of my electro-pneumatic clutch, serving to illustrate the principles of the invention.

In Figures 6, l and 8, the invention is shown in one of its commercial embodiments, and brings together a new cabinet (comprising in part my companion invention) and the present power mechanism into a new lull-automatic washingmachine combination comprising a single unit.

An example of machine operated by this automotic drive An exemplary showing is here made of a portion of the cabinet type of machine shown in my copending application, 1. e., so much of it as seems helpful in fully explaining the principles of the instant invention, and so much thereof as constitutes a part of this new combination. My machine comprises a closed cabinet 2 containing the washer or dry-cleaning means per se, and such parts of the latter, not necessary to an understanding of the present invention, are not shown herein.

The structural views (Figures 6, 7 and 8) show a form of housing or cabinet 2, specially designed and adapted in its construction, for enclosing the automatic-motor means of the present invention in a desired driving relationship with the washer means per se mounted within said cabinet, and I will for convenience, therefore, generally refer to that type of cabinet throughout the description herewith. Briefly at this stage of my disclosure, it is noted that the cabinet 2 is provided with a side opening 3 leading into the motor or powerapparatus compartment located toward the rear and at the lower portion of. said cabinet, and this opening may be enclosed by a cover 4. Since my motor means is well suited for driving other forms of washers, I have illustrated, conventionally, in other views, a simple form of washing machine designated by the same reference 2. This arrangement more readily permits of a comprehensive understanding by spacing the elements of the combination apart and thus showing my automatic twoespeed reverse-driving motor means outside the cabinet.

A washing machine usually has a cylindrical tub or washing-liquid vat 6 mounted stationary within its cabinet 2. Figure 3 shows a short vat 6 for clarity, while Figure 4 shows the vat extending the full length of the cabinet 2 so that the spaced vertical side walls of the latter close the ends of the vat and support it in said cabinet. This vat is mounted horizontally and is liquid or water tight to hold the cleaning solvent or other liquid indicated generally as the washing li uid WL standing at a suitable level, as noted in Figures 2 and 'l. The horizontal washing vat 6 may protrude somewhat, forming a convex or arched front wall sector 5 of the machine cabinet. Such a cabinet and vat design places the forwardly curved wall 5 at a working level convenient to an operator and affords a handy location for an outer door on the cabinet.

A washing drum or cylinder I is mounted concentrically within the washing-liquid vat 6 and rotates through the solvent bath or washing liquid WL. Such a washing drum I, sometimes called a hydro-wheel ora washing wheel, comprises the receptacle or work-holder for the clothes or other work to be washed, extracted, and dry tumbled, in the three automatic cycles named, without removing the work therefrom. A shaft I is iournalled in bearings at the side walls of the machine housing 2. This shaft is fixed to the combination washing, tumbling and extracting drum 1 for supporting and rotating the latter within thevat ll containing the cleansing liquid.

The drum I is usually perforated to allow the washing liquid WL to flow in and slosh through the work and subsequently whirled out, thus washing the clothes by a process of reverse tumbling and centrifugal extraction. A clothes washing drum of this character may be compartmented by dividing it into a number oil pockets (three serve the purpose) so the work can be classified and also more evenly distributed about the center 8 of rotation. A door 9, is carried on a horizontal pivot or hinge shaft Ill pivotally mounted on the front of the cabinet 2. This door rests on the front convex wall 5 of the vat i and closes an entrance leading to the rotatable drum 1. A handle II enables you to swing the door 9 up into open position to gain access to hydro-wheel I for loading and unloading it. v

The usual peripheral slide doors over the several pockets of the washing drum I, as well as other The mum-motor set and its power transmission Important elements of the automatic control for the motor means are associated with or carried on the machine cabinet 2. It is noted that the door-supporting pivot shaft III is preferably fixed to or near the upper margin of the door 9. For example, the shaft ill may extend through and be pinned or otherwise fixed to one or more integral door brackets, as indicated at l2. Lifting the door 9, therefore, rocks this shaft Ill, the left-hand end of which is shown adjacent a switch box l5. Any suitable form of door switch I6 is operated by the end of the door shaft Ill and is housed within the box ii.

The door switch It is in series in a combined valve and switch-relay circuit I1, I 8 to open and close said circuit. It is employed for safety purposes to prevent or stop the operation of the multi-motor set and its power transmission for driving the work-carrying drum I, in the event the attendant does not properly close the door 9, or in event he opens it, or attempts to do so, while the machine is operating under power during any cycle thereof. In Figure 2, the switch I6 is shown schematically, in open position by dotted lines, as the door 9 is swinging open. Figures 3 and 4 shows, respectively, the switch I6 and door 9 in closed and open positions.

Figure 1 shows the door switch I 6 from the left-hand end of the cabinet 2, and it is illustrated, conventionally, as a spring-loaded switch in one of its simpler structural forms. A door- 7 locking means DL is also shown here, but its relaton lta projecting through the front of switch box IE, whereupon the spring l3 breaks the switch blade l5 away from its closed position in the valve and switch-relay circuit l1, l8.

It is noted that the insulated push-plunger button Ilia, carrying the switch blade l6, projects from the box IE handy for manual operation, and it can be pushed closed readily by the attendant of the machine to momentarily close the circuit l1, l8 when the door 9 is open and the switch arm I4 is in up position back out of-ones way. Later on, it will be understood how this push button lia. gives the attendant a safe manual inching control of the power mechanism to slightly advance the drum 1, when the outer roor 9 is open, so as to conveniently align the innenf pocket doors (not shown) of the washing drum? with the outer door on the cabinet 2.

It is now seen that the switch I6 is actuated automatically by one end of the rock shaft IB due to swinging movement of the door 9, and may be manually closed by the button lfia. Hence, this is a semi-automatic door switch which renders my power mechanism safe and fool-proof. Further utility of the switch l6 and relay circuit I1, i8 is explained later in connection with the electropneumatic system. As to the other end of the door shaft Ill, it is noted here that its right-hand end is shown operatively connected with a pneumatic door-locking means indicated generally at DL, and this feature of the invention will also be described further on, at which time the functions of the combination door switch l6 and door lock DL will be fully understood.

I employ, for the fast extracting (second cycle) drive, a one-direction high-speed electric motor l9. It is selected for its high torque and quick starting characteristics. A direction arrow in Figures 1 and 2 denotes the constant direction for the armature of this motor. It spins the drum I, after the washing operation (first cycle) when the washing liquid WL has drained from the vat 6. This fast motor has a double-end armature shaft 2ll with a small driving pulley 2| fixed on one end thereof, say the left-hand or outer end. The motor l9 whirls the washing drum I through a belt 22 running over the small outside driving pulley 2| and a somewhat larger driven pulley 23 fixed on the shaft 3 of a machine to be driven.

The motor I! is provided with a relay-operated switch 24 wired in a suitable manner. This switch is shown diagrammatically in Figures 1 and 2, but it is indicated in Figures 3, 4 and 7 as a conventional switch box. A set of power-circuit wires 25 and 26 extend into the switch box and feed current to the fast motor l9, as well as a switch-relay circuit wire 21 to control the opening and closing of the automatic switch 24 for the fast motor, as later described.

The armature shaft 2|! of the high-speed extracting motor is is provided on its other or inner end with a combination electro-pneumaticaily controlled clutch and pulley PC. A simple form of clutch clearly illustrates the principles of my invention and shows the mode of operation of this element in the combination. The detail construction of this clutch and other parts vary, but are the same inept-inciple and function for equivalents which may be appropriately selected.

The driven member PC is a clutch, a pulley, and one element in a train of speed-reduction transmission means, all in one, and serves when disengaged to provide for the free operation of the extracting-fast motor I3 when the latter is energiaed, quite apart from and independent of a reversible washing-and-tumbling slow motor 32, later described. This clutch PC serves to make use of the armature shaft 20 as a driving countershaft when the slow motor 32 is out on (and the fast motor I9 is deenergized) to oscillate the washing drum 1. These repeating-reverse actions of motor 32 is schematically indicated by full and broken direction arrows in both wiring diagrams.

A pulley 28 of the pneumatic clutch PC is shown as being driven by a belt 29, which in turn is driven by a small pulley 3D fixed on the inner end of the armature shaft 3| of the washing-andtumbling reversible-slow motor 32. This motor may well have a built-in gear-reduction transmission in its driving head at the pulley 30. Thus, the motor 32 may be smaller and of lower torque, than the previously explained extracting motor l9, and is selected for easy starting, stopping, and reversing actions. This reversible-slow motor 32 rotates the washing drum I, through the engaged clutch PC, in one direction for a number of turns, and then reverses to rotate said drum a like number of turns in the opposite direction. It repeats this intermittent reversing action of the drum I (generally referred to as oscillation) immersed in the liquid WL for washing (first cycle) and for dry tumbling third cycle) after the liquid is drained from the vat 8.

The slow motor 32 repeats its reversing action, through the agency of 'an automatic relay-operated reversing switch 33 in the power circuit 25, 26 leading to said motor. The reversing switch 33 is shown conventionally in Figures 1 and 2, but it is indicated as a switch box on the reversible motor in Figures 3, 4 and 7. In this instance, two

power-circuit branch wires 35 and 36 extend into the switch box and connect with the reversing switch 33 therein; while three switch-relay circuit wires 31, 38 and 39 extend into the box and connect with a solenoid pair for actuating said reversing switch housed therein, as later described.

It is now understood that the smaller motor 32 has a slow-speed reverse-acting driving pulley 30 for oscillating any driven machine; and hereinafter I usually refer to this electric motor as the slow motor. To like convenience, the extracting high-speed motor I! is hereinafter generally designated the fast motor.

' The form of clutch PC herein shown, has the hub 42-of its pulley journalled to freely rotate on the armature shaft 20 of the fast motor l9. 7 The pulley 28 has an internal conical-clutching face 13, and is shown here with an integral cylinder 44 projecting axially therefrom. A piston 65 has a limited movement in the clutch cylinder 44, and this piston carries a pressure cone 46 adapted to engage and release the clutch pulley 23. The piston 45 and clutch cone 46 are shown integral, and they are axially bored to receive and slide upon the inner free end of the motor shaft 20. The latter is shown here, for clarity, with a slot I! in which rides a cross-driving pin 48, the ends of which are fixed in the piston 45, but a splined shaft may be used with this form of clutch.

From the foregoing it is noted that the piston 45, carryingits driving pin 48 in the shaft slot 41, is free for a limited axial movement within the cylinder 44 and upon the end of the armature shaft 2|). Furthermore, the shaft 20 and piston 45 with its pressure cone 46, are adapted to freely turn relatively within the clutch pulley 28 and its cylinder 44 when the clutch PC is held disengaged by a clutch-release spring II. In this way, the that motor is when energized whirls the washingdrumlinonedireetiontocentrifuge the work without driving back through the belt 29 to the slow motor II.

It is seen that the clutch-release spring 49 will compress as the clutch member 48 is brought into engagement with the driving pulley 28. This is accomplished by a charge of compressed air admitted to the head of the cylinder ll through an air line ii. The air forces piston 45 to the left, thereby engaging the clutch member 28 and It, as shown in Figure 4. Such action operatively connects the slow motor I! with the washing drum I, for oscillating the latter, through the idle armature shaft 20 of the de-energized fast motor IS. The stationary air line H is fitted with a suitable stumng box where it enters the rotatable clutch cylinder M to render this connection air tight.

The compressed-air line 5| is under the control of an electro-pneumatic valve means later described. Suilice it to say here, that a charge of air will be shown to be automatically admitted, through the air line 5| into the cylinder 44, to engage the clutch PC (Figure 4) in a smooth and gradual manner when the reversing switch 33 closes to energize the reversible-slow motor 32 and the switch 24 opens to de-energize the one-direction fast motor ll. Conversely, the charge of air, holding the clutch members 28 and 48 engaged, is quickly exhausted to atmosphere when the switch 33 opens and the switch 24 closes. This triple-automatic function is timed, in relation to the three operating 'cycles of the machine 2, through the agency of the electro-pneumatic control system to be described.

With the foregoing in mind, it is now seen that the fast motor II and the slow motor 2 are never energized at the same time, but are adapted for independent electrical-power operation, although clutched together in the power transmission or driving line for a joint motion-transmitting function. The slow motor 32 drives through the clutch PC and the idle shaft 2|) for oscillating the washing drum I, that is, for rotating it, say six to twelve turns in one direction and then repeating in the opposite direction. The number of rotations before reversing depends upon working conditions, experience and practice, and is a matter of choice, in setting the cycle action of the automatic-motor means to the appropriate requirements of the driven shaft 8 of a machine 2. Note, however, that some four or five reverse actions per minute and driving the drum 1 at about to R. P. M. is suitable for the washing and the tumbling cycles or operations; and that 350 to 400 R. P. M. is found satisfactory for the extracting cycle.

In the foregoing embodiment, it is noted that the belt traon 2!, over the small reversihie-driving pulley 30 and larger driven clutch pulley 2|, acts to reduce the speed of the drivenmotor shaft II when the latter is idling as a. counter-shaft. This shaft It carries the small pulley II for driving the larger pulley 28, thus further reducing the speed from the initially-driving slow-motor pulley ll up to the finally-driven puiiey 23 on the washer shaft 8. Thus, I have made the motor shaft 2| common to both motors; first, acting as an ordinargiarmature-driving shaft for the fast motor II when it is energized; and second, acting as a driven speed-reducing countershaft when said motor II is tie-energised.

While my dial-motor set II, I! shows a beltand-pulley power n for simplicity, there may be occassions where other forms of a power on line, such as a gear-reduction n or the like. may be employed to advantage, and thus derive the same benefits of this invention. In any case, the reversible motor 32 exerts a powerful torque and gains a substantial mechanical advantage in driving through the idle counter-shaft 20 of the de-energized motor is. With the clutch PC disengaged, the slow motor 32 and its driven-clutch pulley 28 are at rest. Thus, I am able to connect, in a simple and positive way, my two-speed alternately slow and fast motor-driving means, capable of oscillating and whirling the washer drum 1 in cycles, at one point on the latter, say at the pulley 23; and this is found to ofler marked advantages over certain other forms of more complicated change-speed reversing-washer drives.

I have grouped the motor means and washer axis in parallel relation, hence bringing all shafts 8, 2i) and 3i into a convenient driving couple. This affords direct power application at right angles to the several axes of rotation and freedom from end thrust on the shafts and bearings in the driving line of any suitable transmission which one may desire to adopt for use in connection with this inventon. More particularly, this arrangement lends itself well to a compact emplacement of the power apparatus, when desired, withlnthe side opening 3 of the motor compartment in the cabinet 2. The features pertaining to the assembly of the power apparatus in combination with the special form of cabinet 2, shown in Figures 6, '1 and 8, are explained later.

The electro-pneumatic control system, more especially the first form shown in Figure 3 This view shows the electro-pneumatic controls set for the extracting operation (second cycle) with the clutch PC disengaged to uncouple the slow motor 32, and the ensuing description is made in general to this fast-cycle driving by the high-speed motor i9. Likewise, it is to be said here that the door lock DL (later described) is positively set against careless opening of the door 9 while the large drum I, now operating as an extractor, is whirling at high speed.

My iull automatic power drive embodies one or more electro-pneumatic devices for actuating certain elements in this new combination, for example, the clutch PC heretofore, described, as well as a door lock previously indicated generally at DL for the door 9, and now an exhaust-andinterlock device EI (later described) which constitutes an intermediate or interdependent control for the clutch and door lock. The electropneumatic means for controlling these three pneumatlcs are shown here as one or more solenoid-actuated valve units or sets 8V which are operated automatically by switch-relay circuits. A simple form of a packless double-poppet valve unit is used in this example of the invention. In the present case, two solenoid-valve units 8V are shown, and they are alternately actuated so as to function independently with the fast motor I! and the slow motor 32. A description will be given first of the solenoid-valve unit SV, 5 which admits fluid pressure to the previously named clutch air line ii, and I will then bring in the other unit 8V, II which coordinates all three pneumatite devices PC, DL and EI.

A source of compressed air is had from an airsupply'pipe I2 coming from an air compressor and extending into anpair manifold or header 55 of appropriate length to take the required number of the solenoid-valve sets or units 8V. two of which are shown. v One of these electro-pneumatic valve units SV is a clutch-control valve and comprises a housing or valve cage 55 mounted on and communicating with the air manifold 55. The valve 54 is shown here (Figure 3) shutting off the air pressure to the clutch PC since the latter is disengaged while extracting with the fast motor ID. This control valve 5| for the clutch PC contains a clutch-inlet valve 55 shown closed but, when open it admits a flow of air pressure from the manifold 53 into an air line 55 having an interlocked communication through the pneumatic E! with the previously named air line 5| going to the clutch cylinder 54.

The clutch-inlet valve 55 (shown closed) is carried on one end of a stem 51, and a venting or exhaust valve 55 (shown open) is spaced therefrom and is also fixed on the stem. A spring 5i is mounted in the lower end of the valve cage 54 and normally holds this double-poppet valve unit in up position with its inlet valve 55 closed and its exhaust valve 58 open. {he air pipe 55 connects in between the spaced seats of the valve pair 55, 55 with the valve housing 54, the latter being shown with one end thereof open to atmosphere and the exhaust or vent valve 55 mounted in this open end. The reverse and operative setting of this valve pair 55, 55 is effected electromagnetically (Figure 4) against the spring 5|.

The valve stem 51 is attached to the lower end of a solenoid plunger 59 mounted on the valve housing 54. The plunger 59 is adapted to beattracted inwardly or pulled down into the winding of a solenoid coil 55 when energized. This action changes the valve setting by closing the venting valve 55 against its exhaust seat and opening the clutch-inlet valve 55 away from its seat (Figure 4) when the power mechanism transfers from fast motor to slow motor drive. The valve spring 5i restores the valve pair 55, 58 to clutch-disengaged position (Figure 3) when the solenoid 55 is de-energized. The venting valve 55 then keeps the air line 55 open to atmosphere when the clutch PC is disengaged, and the inlet valve 55 shuts off the manifold 55 from air pipe 55. 1

The air tube 55 connects with the previously named tube 5i through a combination exhaustand-interlock device E1, the housing of which is indicated at 63. This housing is chambered and has an inlet port or seat 55 spaced from an exhaust port or seat 55. These spaced seats form a valve chamber with which the two air lines 5| and 55 are connected, and said chamber vents the clutch air line 5| to atmosphere out through the exhaust port 55. A clutch-interlock valve 55 is movable within this valve chamber, between its two spaced seats 55 and 55, and is carried on a stem 51 guided in the valve-interlock housing 53. The single-poppet interlock valve 55 is shown to be held closed (Figure 3) on its inlet seat 54 during this extracting cycle, and it functions as a clutch exhaust-and-interlock by opening the clutch cylinder 45 to atmosphere through the exhaust port 55 and interlocking theair line 55 and clutch-inlet valve 55 against accidental admission of air to the line 5|.

Although shown closed, the clutch-interlock valve 55 is normally held to a restored position on its other seat or exhaust port 55 by a spring 55, thereby sealing the valve chamber from communicaticn with the atmosphere out through said exhaust port 55. In such position (the reverse of Figure 3) the pipes 55 and 5! are then in direct communication from the clutch-control valve 55, thence through the interlock device EI, and to the clutch cylinder 4!. Normally, therefore, when the apparatus is not in use, the

air manifold 53 remains cut of! from the clutch cylinder 44 only by reason of the clutch-inlet valve 55 remaining spring closed. The interlock valve 55 will be shown to be positively held to its interlock seat 54 by the pneumatic El only during the fast motor operation against possible or accidental misoperation (opening) of the clutch-inlet valve 55 due to any unforeseen cause.

The clutch exhaust-and-interlock valve 55 is adapted to be held on its inlet seat 5|, against the return spring 55, by any suitable pneumatically-actuated means associated therewith. In the present example, this pneumatic-valve holder consists of a diaphragm chamber 59 sealing therein a flexible diaphragm 15 which bears against the head of the valve stem 51 when said diaphragm is flexed under a charge of air pressure automatically admitted through an air line H interconnected between the door lock DL and the diaphragm chamber 59, as later described. The diaphragm ill when under air pressure, therefore, acts to positively seal ofl the air supply from the manifold 53 to interlock the clutch PC against misoperation or premature engagement when the fast motor i9 is running, and when relieved of pressure causes the air line 5! to vent from the clutch PC to atmosphere.

The other solenoid-valve set SV comprises a door lock-control valve in the form of a housing or cage 13 carried by or communicating with the air-supply manifold 53 common to the several pneumatic devices employed in this new combination. An air pipe ll connects this valve 15, through a by-pass check valve l5, with the previously named air pipe ll interconnected between the door lock DL and the clutch exhanstand-interlock device EI. A pressure-accumulator tank 15 is included in the air line, beyond the by-pass check valve 15, say in the line H, and imparts air capacity or reserve to the pneumatics DL and E1 to prolong their holding function. This serves to maintain the door 9 sealed and prevents premature engagement of the clutch PC until the fast motor I! and washing drum 1 have come to rest, as will be shown.

The door lock itself has been designated DL. and one species thereof will be explained as an example. It comprises a locking bolt or pin I1 adapted to be pneumatically projected intoa locking notch or hole in a coacting swingable locking slide 15 pivotally attached to an arm 55 fixed on the door shaft Ill, say at the right-hand end thereof, as heretofore mentioned. The slide 15 and its locking bolt 11 are preferably guided at right angles to each other within the base of a rockable casing ill, 82 mounted on the side of the machine 2. This casing comprises the bored base and chambered member 5| mounted for relative rocking movement on a pivot flange I9 secured to the vertical wall on the outside of the machine cabinet 2. operatively fitted within this base. A convex cap 52 aflords flexing space for a diaphragm 55 sealed on the concave head of the base 5|.

The air line H connects with cap 52 and is adapted to direct a charge of air into the sealed portion of the diaphragm casing, thus deflecting the diaphragm against the ovailed head of the The locking pair l1, I5 is.

locking pin 11. This drives the latter into locked position within or against the locking slide 18 when the door 8 is closed, thus locking said door against being opened. A spring 84 retracts the bolt 11, frees the locking slide 18 so the door 8 may be swung open, and restores the diaphragm 88 to deflated position toward the cap 82, all taking place when the pressure is exhausted back through theair line 1|, 18.

The swinging reciprocal motion of the slide 18 within the lock housing 8|, 82 rocks the latter on its pivot 18. To accommodate the air tube 1| to this relative motion, where it enters the cap 82, a coil 12 is preferably made in several wraps, to be noted in Figure 8. The rocking action thus imparted to the stationary copper or brass air tube I I, when it is anchored in the cap 82, is taken up by the yielding spring action of the turns forming the coil 12. This provides a relativemotion connection between the stationary air line and the pneumatic door lock DL which rocks with the shaft II) as the door 8 is opened and closed. This action of the door 8, its lock DL and air-tube coil 12, is best understood by noting Figures 7 and 8.

A door counter-balancing spring 85 embraces the swingable locking slide 18 and is under compression between the diaphragm casing 8|, 82 and a shoulder on said slide. The coil spring 85 reacts and pushes on the arm 88 like a crank, as the door comes down, to urge it down and tightly shut and also to urge the door up and hold it open. This alternate or two-direction push on the door 8, by the spring 85, comes into play when the door 'arm 88 passes a dead center position, either going up or down, the spring 85 compressing at its maximum when the arm 88 and slide 18, having a toggle action, reach a straightened or aligned position.- Thus with the door 8 poised in its mid position, the compressed spring 85 reacts and urges said door, through the toggle 18, 88, toward either position to which the attendant is moving it. This spring and toggle action is combined in the door lock device DL to provide a balanced and flrm action, makes the door easy to operate manually, and retains the door in either of its positions.

The foregoing explains the door action, and how the shaft I8 is locked against movement by the pneumatic device DL with its locking pair 11, 18. Since the door 8 is fixed at I! to this shaft and the flexed diaphragm 88 will be shown incapable of immediate release due to trapped air pressure in the diaphragm casing 1|) and attached air lines, it follows that the door cannot be opened until after the fast motor l8 stops and the whirling drum 1-coasts to a stop. This is an interlocked condition achieved through the agency of the parts above described which are under the immediate control of the -by-pass check valve 15 and solenoid valve unit SV, 18, now further described.

It is noted that the door-lock control valve 18, like its companion solenoid valve 54, is fitted with a double poppet comprising a door-lock inlet valve 81 as well as an exhaust 88 opening to atmosphere through the upper open end of the valve housing 18. This valve pair is carried on a stem 88, the outer end of which is attached to a solenoid plunger 88 adapted to reciprocate downwardly in a solenoid coil 8| when energized. The valve heads 81 and 88 are spaced apart and coact with spaced valve seats between which is disposed an air port communicating with the pipe 14 leading to pi In Figure 3, where the controls are set for the fast motor I8, the door-lock control valve 18 is in operative position. The solenoid 8| is energized. thus attracting inwardly and holding its plunger 88 and valve stem 88 against a valverestoring coil spring 82. Consequently, the inlet 81 is open and the exhaust valve 88 is closed, thereby directing a charge of fluid pressure from the manifold 58 into the air line 14 communicating through the by-pass check valve 15 with the air tube 1|. When the solenoid 8| is de-energized, the compressed valve spring 82 reacts and reverses the valve pair to normal (Figure 4) position, i. e., the inlet 81 closes and the exhaust 88 opens. The air pressure in the header 58, as well as the spring 82, then serves (as in Figure 4) to normally hold this solenoid-valve unit SV, 18 in closed venting position, thereby opening to atmosphere the air line 1|, 18 and its diaphragm chambers 18 and 82 through a by-pass of the check valve 15 to be described.

Coming back, however, to the by-pass check valve 15 (Figure 3), it is noted that the air pressure from the line 18 (the solenoid 8| being energized) unseats a check valve 88 against a return spring normally closing it, as readily understood. Hence, the full charge of air pressure flows freely through the large port uncovered by the check valve 88 when the latter opens, as indicated by the direction arrows in Figure 3. The air quickly flows into the line 1|. fills the air tank 16, and actuates the two pneumatics DL and EI without any delay occasioned by the check valve 88 in the air line 14. The air thus accumulated in the tank 18 and two diaphragm chambers 68 and 82 is, therefore, trapped by the closed check valve 88 which seats when pressure equilibrium is attained in the air lines or tends to reverse. This is noted in the other view (Figure 4) with the air pressure pushing back, to be seen by the direction arrows.

Consider now the important action of the bypass valve 13. It performs a similar purpose in both forms (Figures 3 and 4) of the combination. Upon the exhaust flow of the air back through the lines H and 1| or I81 (when the solenoid 8| is de-energized) the pressure seats the check valve 88. The venting of the air lines, while thus retarded, is nevertheless effected through a small by-pass port 84 leading around the closed check valve 88 sealing its large inlet port. A threaded-needle valve 85 is adjustably set in relation to the leak or small by-pass port 84. This retards the exhaust of the trapped pressure in the air line 1|, 18 and tank 18 out through the door-lock exhaust valve 88 and the escape of the pressure to atmosphere through the open upper end of the valve housing 18. I have provided, therefore, for a regulated slow escapement of the pressure initially stored in the tank 18 and its connected air lines.

The foregoing air-pressure control, and the proper size adjustment or restriction of the bypass port 88, by the needle valve 85, constitutes an important feature of the invention. It serves (Figure 8) to maintain the pneumatic diaphragms 18 and 88 inflated, thereby holding the clutch-interlock valve 88 closed against its seat 84, as well as holding the door-bolting means 11, 18 in locked position. The previously charged air tank 18 lends capacity to theair lines 1| and 14, thereby eflecting the prolonged holding action until it is safe, for the attendant in charge and the motor-driving means, to automatically 7;

release the door lock DL and the clutch air line 56.

The slow venting by-pass valve 9, 35 enables the air to maintain both diaphragms l and 33 in an inflated state until the drum I, rotating at high speed, comes to rest after the extracting motor I9 is automatically cut off. The air tank 16 especially affords suflicient capacity to avoid undue sensitiveness in adjusting the needle valve 95 and makes it easier to set the time for the retraction of the door bolt H by its spring BI, and the retraction of the clutch-interlock valve 66 by its spring 68, when or after the whirling hydro-wheel I coasts to a stop. This delayaction release of the door lock DL and clutch exhaust-and-interlock E1 is an important mode of operation in my invention to be appreciated when it is understood that the large drum I whirls athigh speed in the liquid-free vat 6 during 'the extracting cycle. Hence, the absence of the washing liquid WL and the speed of the drum 1 means that more time is required for it to coast to a stop before it is safe for the operator to open the door 9, and before the machine is ready for engagement of the clutch PC when transferring back to (third cycle) dry tumbling.

Another important function of the trapped air in the air lines II and I4, given capacity by the tank 16, is to smoothly engage the clutch PC, especially when transferring from the fast drive back to slow drive. In this connection, the slow escapepf the air from the tank 16 and its air lines, through the adjustable by-pass valve 9!, 35, quite gradually eases up on the diaphragm 10 in the pneumatically controlled clutch exhaust-andinterlock device EI. Hence, the spring 68 under the interlock valve 66 very gradually unseats the latter. In this way, the air pressure does not rush from the pipe 56 into the line leading to the clutch cylinder 44 (when the clutch-inlet valve 55 opens), but slowly feeds to the clutch air line 5 I, with the result that the clutch piston 45 slowly moves to the left and gradually brings the two clutch members 26 and 6 into smooth driving engagement. The load, therefore, is readily picked up by the slow motor 32, and what little relative motion exists, between the clutch 28 and its coacting pressure cone 46, is gradually reduced and no jerking occurs in the belt or other transmissiomdrive line of the dual-motor set.

The description of the door switch 16 and door lock DL, heretofore given, affords a comprehensive understanding of the new combination in my door assembly. The single door shaft I0 is common to both of these devices, one end of said shaft being adapted to close the switch i6 by pressing on its inching button Ilia to start the machine, while the other end thereof coacts with the lock DL to fix said shaft against rocking motion. Thus, the door 9 locked closed also locks switch It closed. The door assembly shown, is by way of example and constitutes one simple and positive form of interlocking means which insures the machine of a safe and complete run once it starts the extracting cycle.

Electrical-wiring system shown in Figures 1 and 2 The wiring system will now be described, and reference is first made to Figure 1, since it shows the dual-motor driving set with its power and switch-relay circuits per se, following which is added in Figure 2 the valve-relay circuits cut into the motor wiring system to complete the electrical combination. The controls are positioned in both views for energizing the slow motor 32 and oscillating the drum 1 for either the washing or dry-tumbling cycle. This circuit description starts (first cycle, washing) with the slow motor 32 in operation, then cuts on (second cycle, extracting) the fast motor l9, and then transfers back again to the slow motor (third cycle, dry tumbling). This carries through the three principal cycles.

The previously mentioned power circuit branch 35, 36 is connected with the main power circuit 25, 26 through a master switch III!) which controls, by reason of its two operative positions, the separate electrical operation of the slow motor 32 and the fast motor l3. In other words, this is a master oscillating-and-extracting control switch Hill, and it is shown connected through a wire 96 with one side 25 of the main power circuit. In its first position (solid line) this switch iflil controls the flow of current to the reversible-slow motor 32 and to the clutch-control solenoid-valve unit 60, M. In its second position (dotted line) it controls the flow of the current to the one-direction fast motor 19 and the doorlock control solenoid-valve unit 9|, 13. The solenoid-relay circuits will be explained later, rather than interrupt the description of the motor circuits here.

It is to be said here that the master switch lllll interlocks each motor l9 and 32 against the other, and each solenoid 9i and 60 against each other, since this single switch lull can assume only one operative or circuit-making position at a time.

In fact, the master switch I00 is shown here,

in its first position. as being in the power circuit (heavy lines) leading to the reversible-slow motor 32, while it is merely included, when in its second dotted position, in a valve and switchrelay circuit system (medium and light lines) for controlling the switch 24 in the main power circuit 25, 26 for the fast motor i9 and the solenoidvalve units SV, later described.

Noting principally Figure l and first explaining the circuits for the slow motor 32, the current flows from one side 25 of the main power circuit 25, 26 through a wire 96, through the master switch llifl (solid line), and through the wire 35 to the field of the reversible motor 32. Thence, the current flows through one blade of the reversing switch 33 (solid line), through a first commutator connection (of the first brush wires 91) into the motor armature and from the latter through the second commutator connection (of said brush wires 91) out through the blade of said switch 33, and finally through the wire 36 back to the other side 26 of said power circuit. This energizes and runs the slow motor shaft 3| counter-clockwise for some seconds or any predetermined period. The slow motor 32 then automatically reverses and runs clockwise upon changing the polarity of the motor armature by throwing the switch 33 (dotted line) and passing current through a second commutator connection (second brush wires 98), as understood in the motor art. Figures 1 and 2 show the two positions of the reversing switch 33 drawing current from the power circuit 25, 26 so long as the master switch I00 remains (solid line) in its slow-motor position.

The foregoing briefly describes one example of a reversing-slow motor. The conventional form shown is commonly known as a universal motor which can be operated W either direct or alternating current. It is to be understood, however,

that any suitable current and motor or motors can be used.

The reversing switch 33, for the slow motor 32, is periodically actuated from one position to another (Figures 1 and 2) by a pair of alternately energized solenoids IM and I32, each of which has the usual plunger means for actuating the switch contacts, as will be understood. When solenoid I32 is energized, its plunger actuates and holds the switch 33 to a closed position (Figure l) with the first pair of brush wires 31. When, however, the other solenoid I3I is energized, it throws the switch 33 and holds its connection (Figure 2) with the second pair of brush wires 33. when both solenoids Ill and I32 are tie-energized, the switch 33 goes to and remains neutral, and the slow motor 32 is cut off. The three relay-circuit wires 31, 33 and 33, first mentioned in out-lining the motor assembly in Figures 3 and 4, alternately feed current to the solenoids MI and I32 for actuating the reversing switch 33 through the control of a. reversible-motor timer or cycle timer CT of any appropriate form, an example of which will now be described.

The two solenoids IM and I32 are caused to be alternately energized by the cycle timer CT driven by a small electric pilot motor I34. Hence, this cycle timer is in the nature of an automatic pilot to periodically oscillate its timer switch I33 for alternately opening and closing two independent relay circuits. Any suitable cycle timer CT, or timing switch I33 actuated thereby, may be used for intermittently energizing first one solenoid IIII and then the other I32 for actuating the slowmotor reversing main switch 33. I have illustrated, conventionally, one form of cycle timer CT as an aid to this disclosure.

Such a timing device or automatic pilot may include a speed-reducing gear set CT for periodically tripping or actuating its switch means I33 shown purely schematic as an elementary form of cycle timer, and the motor I34 therefor is supplied current through feed wires I35 appropriately connected with an electrical circuit. In Figure l, the timer motor I34 has one wire of its feed circuit I33 connected to the side 23 of the main power circuit 23, 23 and its other wire connected to the other side 23 through the master switch I33 (solid line) so as to be automatically cut oil when the master switch I33 is changed over to its (dotted line) fast-motor position. I have thus connected (Figure 1) the circuit I33 in series with the master switch I33, since in the present diagrams the small pilot motor I34 is employed only for driving or oscillating its reversing-timer switch I33, the immediate requirement oi which is suspended when the master switch I33 goes from its slow-motor (solid line) to fastmotor (dotted line) position.

On the other hand. Figure 2 shows the small timer motor I34 directly connected to the main power circuit 23, 23 and it may, therefore, run all the time. although in this latter event there is provided a switch in the circuit I33 for manually cutting oil this motor I34 at such times as may be desired. This latter wiring plan (Figure 2) is preferred where the cycle timer CT is also availed of for operating other automatic switches, in addition to the one timer switch I33 shown here; and occasion arises for such other uses in connection with piloting or controlling the washingliquid and air-drying lines to be found in automatic washers, especially the dry-cleaner types,- but such features are not shown herein.

The small cycle-timer motor I34 may well be driven from a lower voltage line, say through a transformer if desired. A transformer, suited to current and operating conditions is usually employed in my commercial apparatus for stepping down the voltage for the small motor I33 and for other timing switches sometimes operated thereby, and likewise preferably for energizing the valve and switch-relay circuits described herein.

The timer motor I34 appropriately oscillates the timer switch I33, through the suitably geared tripping device CT, between two contacts I31 and I33. The period or amplitude of the timer switch means I33 is predetermined in accordance with the reversing period of the automatic switch 33 for the slow motor 32, and about four beats or reversals per minute is satisfactory for actuating said switch. This reverses the washing-andtumbling drum four times per minute, as previously mentioned. One timer switch contact I31 is connected through the previously named relay wire 33 to the upper end of one solenoid I3I, while the other contact I33 thereof is connected through the other relay wire 33 to the upper end of the other solenoid I32. Both solenoids have their lower ends connected through the wire 31 to one side 25 of the power circuit 25, 23. By bringing current from the other side 23 thereof to the timer switch I33, it is seen how the solenoids I3I and I32 are alternately energized.

In order to complete the circuit through one solenoid IN or I32 at a time, a wire I33 extends from the timer switch I33 to a relay-operated switch H3. The wire I33 is, therefore, common to both relay wires 33 and 33. The pivoted end of the switch II3 (closed solid line for slow-motor 32 operation) connects through a wire III ,with said other side 23 of the power circuit, thereby energizing either one or the other of the solenoids IN or I 32 through one or the other wires 33 or 33. This is readily traced back from relay wire 31 (connected to one side 23). through one or the other solenoid IN or I 32, through one or the other wires 33 or 33, the timer switch I33 in one of its contact positions, the common wire I33, relay switch I I3, and finally wire III (connected to said other side 23), as noted in Figures 1 and 2.

The control of the relay switch H3 is next in order, and it will be shown to be a two-position and hence a master-relay switch common to and for controlling the actionoi both power-circuit switches 33 and 24, and hence the two drive motors I3 and 32. A relay wire II4 receives current from one side 25 of the power circuit 23, 23, through wire 33 and master switch I33 solid line, and connects with the upper end of a solenoid II3, the plunger of which actuates the masterrelay switch H3. The lower end of the solenoid I I3 is connected with the previously named doorswitch wire I3 extending to the door switch I3 on the door 3. The current for energizing the solenoid II3 passes through the switch I3. when the door 3 is closed to the wire I1 which returns to the other side 23 of said power circuit. The solenoid H3 is, therefore, energized to close (lift) the switch II3 (solid line), thus connecting wire III with the common wire I33 to transmit current through the timer switch I33 to either the wire 33 or 33 and hence to the solenoid IM or I32, as previously explained. In this way the master switch I33 and relay switch II3 (both closed solid line) controls the slow motor 32 through the action of the reversible-motor timer CT.

The foregoing slow-motor operation having been completed, after some minutes of back and forth agitation or rotary oscillation of the drum 1 through the washing liquid WL, the liquid will bedumped fromthewashingvatl preliminaryto the next cycle of the washing drum which is extraction. The fast motor II will now be automatically started for whirling the drum I, and a description thereof follows.

The master oscillating-and-extracting switch It! is now manually. or preferably automatically, set to its extracting position (dotted line) for the purpose of cutting off the slow motor 22 and disengaging its clutch P0,, and for starting the fast motor I! and locking the door lock DL. This reversal of theswitch III (to dotted line position) breaks the previously described switch-relay wire I It taking current from the feed wire it, thus deenergizing the solenoid II! and dropping its master-relay switch III] to dotted line position, thereby breaking the current to the common-relay wire I which cuts off the two solenoids III and III2. The slow-motor main switch 23 now goes to its neutral position. The slow motor 32 andwashing drum I thencoastto astopunder the combined retarding effect of the washing liquid WL in the drum (if a washing cycle) and the gear-reduction transmission in the driving head of the slow motor I2.

This new position (dotted line) for the master switch III] now connects the wire III (leading from one side 26 of the power circuit 25, 26) with a wire I It connected with a relay-operated switch II'I adapted to control the action of the main switch 24 for the fast motor It. In order to close (dotted line) this fast-motor relay switch I", a solenoid and plunger means Ill is provided as usual, and the solenoid is energized through the master switch I00 when set for this extracting cycle. Current now flows from one side 25 of the power circuit, through the wire 00, the switch Ill (dotted line) and through a wire II! to the solenoid H8, thence through the wire It, the closeddoor switch It, and following the other doorswitch wire Il back to the other side it of said power circuit. This tracing of the circuit for solenoid I Iii is shown to energize it, thereby closing (dotted line) the relay switch I" for starting the fast motor It, as further explained.

The fast-motor relay switch I" now closed (dotted line) serves to pass current from one side 26 of the main power circuit, through the wire I I I, through master-relay switch I It (dotted line) through wire I It and its now closed switch I", thence through the previously named wire 21 leading into switch box 20 and connected with one end of a solenoid I20. The other end of solenoid I20 is connected to the other side 2! of the power circuit through a short wire III which may be inside the switch box. Hence, the closing of relay switch I" energizes the solenoid I2. which actuates its plunger and automatically closes the fast-motor main switch 2, thus completlng the power circuit 2|, 2! to the fast motor l9. Current now flows from one side 25 of the main power circuit. through the field. of the motor II, through its brush set, and thence back through the main switch 24 to the other side 2' of said circuit. The extracting motor It now drives at high speed in one direction. so long as the solenoid I20 is energized under the control of the master switch Ill closed to its extractin (dotted line) position, thus feeding current to solenoid III and keeping its switch I" in upposition, but not feeding current to solenoid Iii an 2 thus leaving its switch in d wn po tion.

From the above, it is noted that the roll!- switch I II can pass current to complete the circuit through solenoid I2! to run the fast motor It only when the two-position master-relay switch III drops to cut oi the common-relay wire Ills from the solenoid pair III, III and to cut on the relay wire 21. Consequently, the relay switch II! is a master switch common to both the solenoid pair III, I02 and the solenoid III. This master-relay switch Ilt, therefore, interlocks the two main switches 33 and 24 against simultaneous actuation. Furthermore, the slow motor 32 and the fast motor It is each independently controlled by the master switch Ill having its two positions, only one of which at a time is operative to close a circuit, thus additionally interlocking the two drive motors against being simultaneously energized.

It is noted here that the master switch Ill preferably may be changed automatically from its slow-motor position (solid line) to its fastmotor position (dotted line) by means not shown, although it is readily understood that it may be under the control of a circuit make-and-break device driven, as for example, by the small timer motor Ill, heretofore explained. when that is done, the continuously running timer device CT, as wired up in Figure 2, automatically changes the setting of the master switch II! in accordance with one period fixed for washing, another for extracting. and a third period for dry tumbling before the machine automatically stops to permit removal of the work from drum I.

The automatic control of both switches Itli and ill! just described removes all error or variation which arises under manual control. As a matter of fact, it is sometimes preferred to provide an optional automatic and manual control, in combination, for the master switch Ill, because there may be times when the operator desires to make a special washing or dry-tumbling run of the drum I and hence he may have occasion to temporarily take the control of the power drive away from its automatic piloting means. Such joint automatic and manual, or optional control is omitted for clarity and elsewhere covered.

The foregoing description of the circuits cover the slow and fast motors, and has come to the end, say of the (second cycle) extracting operation. Let us, therefore, manually or automatically return the master switch Illl to its original slow-motor drive (solid line) position for dry tumbling (third cycle). The valve-relay circuits, for the previously named solenoid Ill and ll, will now be explained in connection with the two control valves 5 and Il. Reference is made, therefore, to Figure 2 and also to Figure 4 since the latter view shows the position of the pneumatic control system during any oscillating drive by the slow motor 32, say for this dry tumbling operation about to be described.

It is noted that the circuits for the two solenoids BI and II are conveniently shown in medium-heft lines. As previously explained, the solenoid valve set 8V. II is now actuated (energised) r engaging the clutch PC and coupling in the slow motor 22 with washer shaft 8 for an oscillating drive, while the other unit SV, 12 is now released (dc-energised) for unlocking the door lock DL from its locked position.

The foregoing is accomplished by a valve-relay wire I2! having one end connected with the power wire 3! (hence 28 thru switch Ill solid line) and its other end with the solenoid it which actuates the clutch-control valve pair IS, II g operative (Figure 4) position. The other end of the solenoid 55 is connected through a wire I29 leading back (say through wire II) to the other side 25 of said power circuit. The circuit is now complete through the solenoid 69 which opens the clutch-inlet valve 55 and closes the vent valve 59, directing a charge of air to the clutch cylinder N and gradually engaging the clutch mem-' here 29 and 45, as previously described.

It is seen that the electro-pneumatic clutchcontrol unit 60, 54 is not in series with the door switch l6 because it is desirable that the operator open the washer door 9 without de-energizing the solenoid 69, thus maintaining the clutch PC engaged to bring the washing drum 1 to a stop by the retarding effect of the de-energized slow motor 32, and for the further purpose of better enabling the operator to use said slow motor for inching" the drum I to its dooraiignment position relatively to the outer door, 9 of the machine cabinet 2.

At this point, the dry-tumbling operation (third cycle) may be said to have been completed, and the machine ordinarily stops automatically after a fixed period of dry tumbling. During any slow-motor operation, the machine may be stopped manually by opening the door 9, and then inched" along under the power of the slow motor, by the switch button 09a, until the drum 1 is advanced so as to align its doors (not shown) with the outer door 9 on the cabinet 2 so the drytumbled work may be removed. During the fastmotor operation, the door 9 cannot be opened because it is locked by door lock DL. In case, however, of failure of the door lock to function properly, the opening of door 9 will of course stop the fast motor l9 because the door switch 2i is in series with the relay switch lll controlling the fast-motor main switch 29.

The energization of the solenoid 9i took place heretofore and pneumatically set the door lock DL against opening the door 9 (Figure 3) at the time the fast motor l9 was cut on (second cycle) as heretofore explained. That occurred when master switch I99 was set to its extracting (dotted line) position. The current then passed from one side 25 of the power circuit 25, 26 through the wire 95, through the switch I in dotted position, along wire H9, and branched up a wire I25 connected with one end. of the solenoid 9|. The current flowed from the other end of the solenoid 9i through a wire I29, to the wire I 9, then through the door switch I 6 (if door 9 was closed) and thence through wire l'l back to the other side 26 of the said power circuit.

Accordingly, the solenoid 9| was energized during the foregoing extracting drive, and thus the door-lock exhaust valve 99 was closed and its inlet 91 was open. This sent pressure through the air line 14, inflated the diaphragm 99, set the door locking bolt 'I'I'and slide rod 19 in locked position, and held this relation so long as the master switch lilil held its extracting (dotted line) position. Upon the return of the master switch ill to its slow-motor position (solid line) the driving mechanism then automatically transing drum I has coasted to a stop, as heretofore described. If the air tank 16 is employed, it readily supplies enough air in the line H to keep both pneumatics DL and E1 in operative position until the high-speed drum has slowed down or stopped, or the by-pass valve 95, can be finely set sothat the venting of the diaphragm chambers 99 and 82 alone is sufliciently slow to accomplish the same purpose as the air-capacity tank 15.

The interlocking controls These features of safety to the operator and the machine with its automatic-motor means are conveniently brought together in a group for a comprehensive understanding of their joint and several functions. I have provided pneumatic and electrical interlocks, and a combination of both, thus making my automatic-motor means fool proof.

The clutch exhaust-and-interlock device EI looks out the clutch PC against the clutch-inlet valve 55. That is to say, I use the same airpressure control unit 9i, 99 for setting the door lock DL to its locked position during fast-motor operations and also for setting the interlock valve 99 against its seat 64. The interlock valve 55 in effect is a supplementary or a second inlet to the clutch cylinder 44. In this way, I do not depend alone on the proper closure of the one clutch-inlet valve 55 to insure against the somewhat remote likelihood of the clutch PC being engaged while the fast motor I9 is driving.

The air-pressure diaphragm i9 delivers a seating thrust to the interlock valve 59 much in excess to any possible air pressure which might by accident or leakage pass from the manifold 53 to the pipe 56. Proper control over the cycle action of the clutch, as assurance against an out-of-step action thereof, is provided by my dual-inlet valve means 55, 59 as a control over the air-pressure flow to engage the clutch PC and the dual-exhaust valve means 59, 65 as a control to insure positive clutch disengagement by certain and definite venting of -the clutch cylinder 44 out through one or the other valve housings 54 or 99. This provides for free venting of the clutch cylinder 44 in the event either valve stem 51 or 61 may by chance stick. This new combination, in a double-inlet valve and double-exhaust valve hook-up, renders apparent that I have fully provided against misoperation and consequent injury to the power mechanism.

The door switch ii in the relay-circuit line i1, i9 is in series with the single master power-circuit switch Ill for both of its positions. Consequently, both driving motors I2 and i9 are cut 01! against accidental starting while the door 9 is open. Not only that, but the single master relaycircuit switch H9 also controls the two motors i9 and I2, and consequently this latter switch (like the first) can be in only one operative position at a time.

The semi-automatic "inching" switch Ii, having button lea, is in series with both solenoids H5 and H9 controlling the slow-motor relayoperated main switch 93 and the fast-motor relay-operated main switch 24. The possible opening of the door 9, therefore, breaks the circuit l1, l9 and de-energizes whichever solenoid H5 or H5 is in circuit at the time.

Again the twin-motor master-relay switch Ill and the fast-motor relay switch II! are interlocked with each other against simultaneous energization of the solenoid pair IOI, I02 and the single solenoid I20, which is to say'against simultaneous actuation of the two motor main switches a and 24. This is due to the fact that the switch I" when closed (dotted line) can only initiate the starting of the fast motor I! after the other switch IIO has moved away from its slow-motor (solid line) position.

If by any means the wires II! and 35 are short circuited to the power wire 08, thereby energizing both solenoids 00 and 9|, no damage will be done to the power mechanism since both motors I0 and 32 will merely rotate freely of each other since the clutch PC remains positively disengaged. The clutch will remain disengaged. under such circumstances, because the air pressure will flow to the clutch interlock diaphragm chamber 00 thus thrusting the interlocking valve 86 against its valve seat 04 and preventing air from flowing to the clutch cylinder 44 and keeping the latter open to atmosphere through its remaining open exhaust port 65; The same interlocking action takes place if both solenoid plungers 00 and 50 should by chance he accidentally pushed inwardly.

The motors are therefore completely electrically interlocked, one against the other, through their power circuits as well as their relay circuits, quite independently of any pneumatic safety means.

The solenoid 60, which opens the clutch-inlet valve 55 to slowly engage clutch PC, is not in series with the door switch I8, so that when door 0 is opened during slow motor 32 operation, said clutch remains engaged and thus the slow motor 02 aids in bringing to a stop the washing drum I. Not only that, but "inching" of the washing drum can be effected readily by manually pressing the door-switch button Ito and thus using the slow motor for advancing the washing drum until its door or doors come even with cabinet door 9. "Inching could not be as satisfactorily eflected if the solenoid was in series with this semiautomatic switch I0 because slow clutch engagement and quick disengagement would hinder the operator in gaging short advances or a partial turn of the drum. The electro-magnetic and pneumatic interlocks, therefore, are so arranged as not to interfere with either the automatic or manual control of the power mechanism.

On the other hand, the solenoid 0|, which opens the door-lock inlet valve 01 to set the lock BL, is in series with the door switch I0. When the door 8 is standing open and master switch I00 happens to be set for the fast motor I! extracting operation, there is no possibility, therefore, of the door lock misoperating to set itself in locked position while the door 0 is standing open in the event of improper setting of the cycle-timing apparatus or the accidental manual closing, say of the relay switch III, which would start the fast motor I0 while door 0 is open.

In such latter event, the attendant can quickly close the door 0 because no air pressure could have by chance flowed to the door lock DLto prevent him from doing so. The invention, therefore, provides means to prevent premature action of the door lock DL when the washer door 0 is open. When the door is closed, during the extracting operation, both the door and its switch I are locked closed by the pneumatic lock DL, and this insures a definite and complete extractin: run which normally cannot be interfered with by the operator.

aosasaa The modified form of electro-zmeumatie control shown in Figure 4 This second form of my new combination shows a modification of the pneumatic-control system for the same clutch PC and door lock DL, as heretoi'ore described. The same electrical control system (Figures 1 and 2) is employed, and the wire connections thereof are cut into Figure 4 with the same reference numbers previously used.

I have shown here an arrangement which omits the clutch exhaust-and-interlock device EI (Figure 3) and as a consequence I have connected the previously described delayed-release by-pass check valve I5 of the door lock DL in a single air line I31. The air-accumulator tank may also be included in this air line I31 if desired in order to give capacity to the line as an aid in adjusting its needle by-pass valve 94, 00. In addition, there is added to this new combination a by-pass check valve I00 with its single air line I3I leading to the clutch cylinder II. The previously described elements in the former combination are designated here (Figure 4) by the same reference characters, with the exception of the substitute door lock air line I31 and the clutch air line III with this additional by-pass check valve I30.

This second by-pass check valve I30 is included in an air line IlI directly interconnected between the pneumatic clutch PC and its control valve 54. This is an adjustable by-pass check valve which serves at all times to slowly feed air pressure into the clutch cylinder 44 to gradually engage the clutch members 20 and 46 when the solenoid 00 is energized and opens the clutchinlet valve 55. This provides for smooth clutch engagement and gradual load pick-up if there is relative motion at the time between the clutch members. More particularly, it provides for smooth clutch engagement when the machine is first started. The pressure quickly exhausts back through the wide open exhaust valve 50 when the solenoid 80 is de-energized.

A spring-loaded check valve I32 (in the valve housing I30) is instantly seated by the influence of its spring I and the air pressure flowing through the pipe III to the valve housing I30, as indicated by the direction arrows. This closes the large port in the by-pass check-valve housing Ill, thereby checking the flow of pressure in volume from the air manifold 00 to the clutch cylinder 40, when the clutch-inlet valve 05 is opened. Hence, a too rapid engagement of the clutch PC is avoided, and this prevents strain or jerking on the drive belts 22 and 20, other parts of the power transmission and the motors.

The air pressure, however, is gradually fed from the chamber of the by-pass check valve I30 through a small by-pass port III to the clutch cylinder N for slowly moving its piston 40 to the left, thereby eifecting a steady and gradual engagement of the relativehr rotating clutch members 20 and 00. A needle valve I35 is manually adjustable to restrict the by-pass all, leading around the large port closed by the check valve I22, thus providing a means for regulating the time required in completing the engagement of the clutch. The needle I" is screwed in or out to reduce or increase the air flow through the by-pass I34 until the period of clutch engagement is smooth when the slow motor 32 is picking up its load in starting the oscillating action of the washer drum I.

The function of this added byrpass check valve Ill, and its check valve head I32 seating with andinthedhcctionoftheairflowinthepipe a,oso,ass

iii, is similar, therefore, to one of the functions of the pneumatic device EI. It is remembered ihat the by-pass needle valve 94, 95 (Figure. 3) provided there for a gradual opening of the interlock or supplementary intake valve 68, 64 so that the charge of air is graduated in its fiow to the earlier mentioned air line 5| leading to the clutch cylinder 44. Consequently, both forms of pneumatic-clutch controls (Figures 3 and 4) ail'ord a gradualand smooth clutch engagement and afford means for readily adjusting the action of the clutch PC to the load and operating conditions.

Having now described two examples (Figures 3 and 4) of control means for eiiecting gradual clutch engagement, it may be preferred to bring together into one pneumatic system the advantages of both. It has been explained how the chamber 69 in the interlock device EI, gradually exhausting its trapped air pressure, acts to grad.- uate the opening of the interlock or second inlet valve 86 from its seat 84, and is thus instrumental in effecting smooth engagement of the pneumatic clutch PC. But that was a function of the automatic-motor means when transferring from wash tumbling (first cycle) to the high-speed run (second cycle) and it is to be noted that when first starting the machine (after a period of non-use) there is no air pressure within the diaphragm chamber 89. Consequently there existed no medium (in the Figure 3 form) by which to initially effect the first clutch engagement in a gradual manner.

Accordingly, I may place a by-pass check valve in the clutch air line iii to supplement the interlock valve 86. For example, the by-pass check valve I30 is included in the line 5 I with its springloaded check valve in seating toward the clutch PC. If this combination is made, the adjustable by-pass valve I34, I35 is then regulated to effect a graduated flow of air pressure to the clutch cylinder 44. This arrangement interferes in no way with the locking-out function of the interlock valve 66, 84 and supplements its other function of graduating the flow of air pressure from the air-distributing header S3 to the clutch cylinder. This third modified form is in effect noted as being shown in the drawings, inasmuch as the variation explained simply amounts to connecting the air pipe III (Figure 4) with the clutch exhaust-and-interiock device E! (Figure 3). Hence, byadapting a by-pass check valve to the air tube Iii, a slow engagement of the clutch PC is attained at all times.

Now as to the door lock control means shown in Figure 4, it will be seen that a new air pipe I 31 is used which includes the same by-pass check valve 15, as already explained. The same check valve 93 seats here with and in the direction of the exhaust flow of pressure from the door lock DL as in the first form, as indicated here (Figure 4) by the arrows on pipe I31. The bleeder needle 85 may require a finer adjustment in this second form of construction to delay the release action of the door-locking bolt 11, unless the air tank I8 is used. In any event, the door-lock diaphragm chamber 82 contains enough air to maintain the door-locking bolt H in locked registration with the slide rod 18 until the whirling drum 1 comes v to safe rest. Consequently, when the master switch I00 leaves its dotted line position, and

thereby cuts oil the fast motor [9 and simultaneously' de -energizes the door-lock solenoid M, the air line I31 is instantly opened to atmosphere by the wide opening exhaust valve 88, but the ventingofsaidairtube lllisslowduetotheadiusted position of the by-pass valve ll, 85.

Both forms of controls (Figures 3 and 4) for the door lock DL provide for a quick-locking action when the fast motor ll starts the drum 1 on its extracting cycle and a delayed-release action when said drum is coasting to a stop. It is remembered, while extracting, that there is no washing liquid WL in the vat 6 to retard the whirling drum I, that said drum has considerable inertia, and consequently requires time to coast to a stop. The importance, therefore, of the delayed-release action of the door lock BL is now understood, and the means therefore is set forth in two appropriate forms of combination.

The automatic motor means and cabinet in combination shown in Figures 6, 7 and 8 These views better fllustrate how the several related problems of my invention are worked out so as to adapt one element to another, i. e., my automatic-motor means to a cabinet, and conversely the cabinet to the motor means. Not only the latter provision is made, but my new cabinet also accommodates the washing means per se, and in this way I have produced a compact automatic washer in one unit. A description of this new cabinet and motor means combination as a single unit will now be given, in order that this additional branch of my invention may beiiuliy understood.

My specially constructed cabinet I is in the nature of a closed housing which provides a sealed-washing chamber of upright form in the front cabinet portion with the door 9 leading into said chamber. This chamber contains the washing and drying means as well as an underneath tank to catch the washing liquid dumped from the vat I and drum I. The washing and drying means per se and other parts, unnecessary to a disclosure of this branch of the invention, are not shown herein. A motor compartment is at the rear of the upright sealed-washing chamber. This motor compartment may be left open at its rear end, and it has the side opening 3 enclosed by the cover 4, as heretofore mentioned.

This cabinet construction embodies the front, top, side, and bottom walls, together with a vertical rear wall 0, all integrally joined and welded together along their meeting edges to provide the hermetically-sealed front washing chamber containing the vat 6 and drum 1. This construction makes a rigid and unitary rectangular cabinet or housing 2, not only for the washing means and its liquid, but as a framework to carry the machine bearings; and also at the rear in which to mount the motor means and its automatic controls. The motor compartment at the rear can be formed either by extending the top and side walls of the cabinet rearwardly beyond the washing chamber vertical wall Ill, or made by separate side and top plates set onto the front sealed chamber at the rear wall ill of the cabinet. The wall I is in effect a vertical partition wall which separates the machine cabinet 2 into a front Washing chamber and rear motor compartment.

The washing-liquid vat 6 preferably is the form shown in Figure 4 and extends, therefore, from end to end of the cabinet, thereby having its own ends closed or welded on the inner surface of the side walls of the unitary cabinet I. In this unitary form, one end of the vat Ii opens through the cabinet-side wall, and such opening is capped over and sealed by an outside cap or cover 6a secured over the open end of said at by screws or other means. In this way, one end of the vat 6 is accessible in order that the rotatable drum I may be installed within the sealed-washing chamber. after it has been lategrally fabricated in a single piece.

In this new cabinet 2, the washing vat 6 and its drum 1 are carried in the upper portion of the sealed chamber. This provides an adequate underneath space for a tank "I formed by the cross partition or plate of rectangular form. This cross partition also preferably hasits four edges welded to the front and side walls, and to the rear wall I46 of the cabinet, and thus provides this sump tank I constituted by the walls of the sealed chamber itself.

A storage tank I42 for a washing liquid is mounted above the motor compartment and to the rear of the washing chamber containing the vat 6 and drum 1. The storage tank I42 is shown as beingconstructed separately of the cabinet walls, slipped in from the rear end of the cabinet and supported in any convenient manner, as by angle iron supports anchored to the inner surface of the vertical side walls of the cabinet. This storage tank is usually provided with a ill] pipe I43. The washing liquid stored in the tank I42 is adapted to be fed into the washing vat 6 through an inlet pipe I44 (Figure 8) communicating through an inlet valve (not shown) into the vat 6. The use and control of these liquid lines I43 and I44, and others, are not shown in connection with my combination cabinet and motor means, but

form subject matter of my copending applicatiom A motor platform or cross-beam I46 is mounted lengthwise between the vertical side walls of the cabinet within the motor compartment and centrally of its side opening 6. This support I46 may be constructed from a piece of channel iron and closed at its ends as shown for supporting it within the motor compartment of the cabinet, An and plug may be welded into each end of the channel member I46 to receive a pivot bolt I41. The two bolts I41 horizontally mount the beam I46 between the side walls of the cabinet 2. These bolts I41 are on the same axis and also parallel to the drum 1. The bolts or pivots I41 thus provide for a slight rocking or tilting motion of this cross-beam I46 adapted as a support for the motors and part of the belt-adjustment means.

The two motors I6 and 62 are placed under the storage tank I42, are mounted one above the other, and are carried on one end of the beam I46 as shown. This installation arrangement is carried out by employing a rectangular iron box I46 shown open at both ends thereof and within which the slow-reversible motor 32 is anchored and covered. This motor support I46 is in the form of a tubular ,frame and the fast motor I6 is bolted to the top side thereof. Thus the two motors are bolted on the spaced parallel sides of the box frame I46. -This sets the fast motor I6 above the slow motor 62, covers the latter, and appropriately brings the two motor shafts 26 and 3| into parallel relation. Likewise, the dual-motor set has its several shafts disposed parallel to the driven shaft 6 of the washing machine by anchoring the tubular frame I46 to the cross-beam I46 in that position and with the outer end of the tubular frame jutting into the opening 6 of the cabinet side wall.

The two motors rest within the side opening 6 of the cabinet so as to bring the combination a,ose,ass

driving and driven pulley 2| in alignment with the pulley 26 on the machine shaft 6 for the single outside belt 22 which can be enclosed under a suitable cover. This arrangement places the clutch is and its driving belt 29 on the insideof the motor compartment for enclosing these moving parts. The foregoing arrangement supports the entire load of the motor assembly on the cross-beam support I46 in a balanced position within the side-wall opening 3.

A simple means of anchoring the twin-motor assembly in steady upright position is provided by an adjustable connection made between the tubular frame I46 and the side wall of the cabinet. This may consist of a boss or stud I46 anchored on the tubular frame I46, together with an eye-bolt I66 pivoted thereto. The eye-bolt I66 is freely movable through an ear I6I likewise anchored to the side wall of the cabinet. Spaced lock nuts are screwed on the eye-bolt I66 and jam each side of the ear I6I. In this way the eye-bolt I66 ties the tubular frame I46, with its upright motor assembly, within the cabinet opening 6, and thus rigidly sets or anchors the twin-driving motors in operating pomtion.

The method of supporting the motors in the cabinet compartment provides a simple means of installation and removal since my particular twin-motor set can first be assembled within and on its tubular frame I46 and thereafter slipped into the opening I and anchored on the beam I46. Furthermore, the adjustable-tie arrangement I56 provides for quickly setting the tension of the outside belt 22 and this is done by taking up or letting out on the eye-bolt I66. The slight rocking adjustment of the motor set toward or away from the driven shaft 6 is accommodated by the beam I46 on its support pivots I41. Not only that, but the box frame I46 protects the lower motor 32 when working on the upper motor I6. Particularly, the tubular frame I46 provides a flat rigid base for the upper motor I6 when shimming it if need be to adjust it slightly up or down to adjust the tension of the inside belt 26 without disturbing the lower motor.

The foregoing installation arrangement leaves adequate room within the motor compartment for another iron box I66 secured to the side wall of the cabinet. This box I66 houses the electropneumatic control apparatus comprising in part the solenoid-valve unit or units 8V carried upright on one or more air manifolds 66, as previously explained. This arrangement affords a short air pipe connection (6| or "I previously explained) from the clutch-control valve 64 to the pneumatic-clutch cylinder 44. The other air pipe (11 or I61) leads up from the door-control valve 16 and over to the tube coil, 12 of the door lock DL.

In a full-automatic washer of this type, one or more solenoid-valve units SV may be employed in one or more banks or rows to control numerous liquid and other lines. such as the fill and inlet pipes I46 and I44, and others, not shown herein, as previously mentioned. There is shown (Figure 8) the one air-distributing manifold 63 since it alone is directly related to the present invention.

Finally, it will be appreciated that the power mechanism with its two-speed reverse drive, as well as the apparatus for washing, are carried in a single housing which steadies all bearings and avoids shifts between related driving parts.occurring with separately installed apparatus placed on factory or laundry floors.

closing the fast-motor main switch 24.

The general operation A rsum of a complete washing operation, say through its three automatic cycles, will be brought into three statementsbelow for a complete understanding of the general mode of use and operation of the machine. While the operator has the door 9 open, the switch it breaks the circuit ll, l8 through the solenoids H5, ill and II. Neither motor is nor I! can start while the operator is removing finished work from the drum I Y or putting a soiled load in the machine for the first run.

When the door 9 and its switch It is closed for this wash-tumbling (first cycle) operation, the master switch I. being set (solid line), the ma chine automatically starts. The electro-pneumatic control unit 9!, 89 cannot send a charge of air pressure to the door lock DL and so the door ii is not locked during this run, but the other solenoid-valve unit Gil, 51 is actuated and causes the clutch PC to be engaged. The reversible-motor timer CT is now running or may be started, thus actuating the automatic-reversing main switch 33 for periodically reversing the slow motor 32, some four or five times per minute. This washing action comes to an end at a predetermined time, just before which the washing liquid WL is drained from the vat 8 to make ready for the automatic transfer of the mechanism to the extracting cycle, noted in next paragraph.

The master switch lllll is now set to its extracting (dotted line) position by the cycle timer CT or manually by the attendant, as the case may be. The pneumatic clutch PC now disengages because the solenoid 60 is de-energized (no current flowing through valve-relay wire I23) thereby cutting oil the pressure in air line 55, ii and instantly exhausting the air from clutch cylinder 44 out through the exhaust port in the clutch exhaust-and-interlock device E1. The slow motor 32 is thus uncoupled from the power transmission-driving or belt line, and its reversing main switch 33 goes to neutral position. The fast motor l9 starts because the master switch lllll (dotted line) now sends current to the solenoid 8 which energizes solenoid I20 thereby Likewise, the master-switch I08 (dotted line) sends current to solenoid 9|, whereupon a charge of air is sent through the air line H, II. This expands the diaphragms 83 and m, locks the door 9 and switch l6 closed, and seats the interlock valve 66 to lock out the clutch while the fast motor I! is whirling the extracting drum 1 in the liquid-free vat 6. A few minutes completes this extracting operation, and the mechanism now automatically transfers back to the oscillating drive, followed in next paragraph.

The master switch Illll now goes back to its original (solid line) position and themachine automatically starts dry tumbling the extracted work (third cycle) by oscillating the drum I in the liquid-free vat 6. When this dry-tumbling is completed, the cycle timer I03 may sound a signal (not shown) to indicate that the machine has completed its run. The door 9 is now opened, and the door switch bottom Ito is used as a manual control for inching the washing drum 1 into unloading position, or the drum 1 can be turned by hand, and the work is removed.

The invention is presented in principle and several exemplary forms to fill the need felt for an automatic-power washer which is rugged in construction, reliable and safe in operation. Va-

rious modifications may occur to those skilled in the art, without departing from the principles of this invention, No limitation is intended, therefore, by the phraseology of the foregoing description or the illustrated examples of construction outlined in the accompanying drawings.

What is claimed is:

1. A washing machine comprising, in combination, a cabinet including a washing chamber at the front and a motobmeans compartment at the rear thereof, a rotatable drum mounted in the washing chamber, a cross-beam mounted in the rear compartment at the lower portion thereof, axially-arranged pivots at each end of the cross-beam securing the latter within the cabinet, a tubular frame mounted upon the cross-beam, a drive motor mounted within the tubular frame, a drive motor mounted upon the tubular frame, the axes of the drum and motors as well as the cross-beam all disposed in parallel relation, a drive transmission-and-clutch means within the compartment and operatively connecting the two motors, a pulley and belt drive from the motor upon the tubular frame running to the drum, and an adjustable-tying means between the tubular frame and cabinet to secure said frame in rigid position within the compartment and adjust the last-named pulley and belt drive in relation to the drum.

2. A washing machine comprising, in combination, a cabinet including a front-washing chamber and a rear motor-means compartment, a rotatable drum mounted in the washing chamber, a rockable cross-beam mounted in the rear compartment at the lower portion thereof, axially-arranged pivots at each end of the cross-beam securing the latter within the cabinet, a tubular frame mounted upon the cross-beam, a motor carried inside the tubular frame and covered thereby and having its drive shaft with a pulley fixed thereon disposed beyond the end of said tubular frame on the inside of the compartment, a second motor carried on top of the tubular frame above the first motor, the axes of the drum and cross-beam as well as the tubular frame and both motors all disposed in parallel relation with each other, a driving-belt means on the outside of the compartment and operatively connecting the second motor with the drum, a screw adjustment-and-anchorage means tying the tubular frame to the cabinet, a power transmission inside the compartment operatively connecting the two motors, a clutch included in the transmission to uncouple the first-named motor from the second, the driving-belt means and the power transmission applying its torque at right angles to the axes aforesaid, and control means to stop and start the motors and control the engagement of the clutch.

3. A washing machine comprising. in combination, a cabinet divided into a front sealedwashing chamber and a rear-open motor compartment, a vat within the washing chamberv and a storage tank forming a cover over the motor compartment, a drum rotatable within the vat, a cross-beam mounted within the compartment on an axis parallel to the drum, the compartment having an opening through its side in alignment with the cross-support, a horizontal tubular frame anchored on the cross-support and placed within the compartment but having its outer end jutting into the opening through the cabinet wall, a fast one-direction motor mounted upon the tubular frame and belt 

